Transmitting-gear.



BATENTED our. 13,1903. I. D. HOWE. TRANSMITTING GEAR. APPLIUATIOK FILED MAY 21, 1902 N0 MODEL.

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PATENTED OCT. 13, 1903.

F. D. HOWE. TRANSMITTING GEAR. APIPLIOATION FILED MAY 21, 1902.

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N0 MODEL.

UNITED ST TES.

Fatented October is, 1203.

FRANK D. HOWE, OF BROOKLYN, NEW' YORK. H

TRANSMITTING-GEAR.

.s'BECIFICATION forming of Letters Patent No. 741,038, dated October 13, 1903.

Application filed May 21, 1902. Serial No. 108,312. (No model.)

- T (l/ZZ whowt it may concern:

of which the following is a specification, ref erence being had to the accompanying drawiugs, forming a part hereof.

This invention relates to power-transmitting devices in which by the interposition of gears between the driving and driven. parts it is possible to vary at will the speed of the driven part. Although not limited to any particular use, the invention is especially applicable to motor vehicles and cycles, and particularly to vehicles of this description wherein the power is transmitted through a shaft. It will be found capable, however, of many different uses wherever a change of speed is desired from time to time.

The object of the present invention is to improve and simplify the construction of the gearing through which the power is transmitted and the changes in speed efiected.

In the accompanying drawings, in which the improved gearing is illustrated, Figure 1 is a view in central section of the gearing with the driving-shaft in its central position. Fig. 2 is a view in elevation of the end of the gear-casing through which the driving-shaft enters. Fig. 3 is a detail view of a portion of the ring on the end of the gear-casing for directing the movement of the driving member. Fig. 4 is a view, partly in central section and partly in side elevation, of a modified form of gearing embodying the invention, the controlling-lever being removed. Fig. 5 is a view in end elevation of the modification shown in Fig. 4, the controllinglever being shown, however.

In accordance with the invention a series of internal gears, each succeeding gear being larger than the one preceding, are coaxially mounted side by side. It will be obvious as the description proceeds that the precise number of internal gears which may be employed is immaterial so far as this invention is concerned, and in the particular embodiment of the invention shown in Figs. 1 and 2,which will first be described, two such internal gears a and b are employed. These two gears are secured to or made integral with the driven member c, with which they are also coaxial. A suitable casing (1 surrounds the gears a and b, and one end of the same is preferably made to terminate in a sleeve e, in which the shaft 0, constituting the driven member, is carried and is capable of rotating. In the other end of the gear-casing, which is held stationary by lugs z, a carrierfis loosely fitted, so as to be capable of rotating in either direction, and the position of said carrier is such that its axis of rotation is eccentric with respect to the axis of the internal gears a. and I). Said carrier is provided with a circumferential flange g,over which fits a ring h, which permits the rotation ot' the carrier, but holds the same from longitudinal displacement.

Mounted in the carrierfand having a longitudinal movement therein is a shaft t', constituting the driving member, its axis being eccentric though parallel with the axis of r0- tation of the carrier fand in one position of said carrier coinciding with the axis of the driven member. Said driving member comprises two *parts secured together by a universally-jointed connection, (indicated at 11 and on one part of the driving member i is provided a pinion j, which is adapted to mesh with the internal gears (rand b. Said pinion is preferably formed integral with the driving members, which is recessed at it in order to fit the squared end lot the driven member when it is desired to transmit power directly from one member to the other without the interposition of the gears CL and b.

In order to shift the driving member to bring the pinion j into engagement with the driven member, either directly or through the internal gears a and b, any suitable means may be employed without departing from the present invention. The particular means shown in Figs. 1 and 2 comprises a rod m, having a fOlkH, which engages the grooved end of a sleeve or bushing o. The latter forms a bearing-sleeve for the shaft 71 and is itself. free to move longitudinally in the carrier f, but has no longitudinal movement with respect to'the shaft. The rod is also provided with a pin (1, which is loosely fitted in the carrier f. It will be evident that by giving the rod m a longitudinal and a twisting movement the pinionj may be moved laterally to be brought into engagement with either of the internal gears a and b, or the recess in said pinion may be made to engage the squared end of the driven member 0. It will be noted, however, that some means should be provided to direct the movements of the driving mem ber so that the engagements of the driving and driven members may be made with exactness. Accordingly the outer edge of the ring it is formed to constitute a curved track 7' for a lug 00 on the sleeve 0. The curvature of this track is such that as the driving member is turned through an arc sufficient to bring the pinionj into engagement with either of the internal gears the lug 00, following the curvature of the track, will cause the necessary longitudinal movement of the driving member to bring it into registration with the particular internal gear, and by inserting the lug m into the notches s 8 &c., which are provided in said track for engagement by the lugfx in order to hold the driving member from displacement in any desired position, the pinion j is brought into exact registration with the particular gear. In order to reverse the rotation of the driven member, a piniont is mounted so as to be in operative relation with gear I), and hence with the driven member on a spindle '16, supported by the casing, and is adapted to be moved longitudinally by any suitable means to engage the gear I) and the pinion When the driving member 1 is in direct engagement with the driven member 0, the squared end Z of the driven member rests in the recess 70 and the lug engages the notch 3. When it is desired to decrease the speed of the driven member, a longitudinal movement is given the rod m sufficient to disengage the end land lug a; from their respective recesses and to move the pinion into the plane of the gear a, and then a twisting movement is given said rod, causing the carrierf to rotate slightly, shifting the pinion laterally, and the lug 00 to follow upon track 7. When the lug 00 reaches notch 5 it may be inserted therein, and the pinion j will then be in engagement with the internal gear a. In a similar manner the pinionj may be brought into engagement with the gear 17 by giving the carrier a further longitudinal movement and a further twisting movement until the lug 00 engages the notch 3 In Fig. 2 the broken lines a and 19 indicate the positions of the gears ct-and b, and the broken linesj and 7' the positions of the pinion j when said pinion is in engagement with gears a and b, respectively. In reversing the carrier is shifted until the lug w engages notch s, which movement brings the pinionj into the plane of the gear b, and pinion tis moved into the plane of gear Z2, and thereby engages both gear b and pinion j.

In the embodiment of the invention shown in Figs. at and 5 a single internal gear A is formed integral with the driven member 0.

The driving member I, which, as before, is provided with a sleeve 0 and carries the pinion J, adapted to mesh with the internal gear A and recessed to fit the squared end L of the driven member, is mounted so as to be capable of longitudinal movement in a sliding car-rier F, which is loosely secured to the end of the casing D by strips 11 H, the latter forming a track in which said carrier is capable of lateral movement. A hub or extended journal-bearing F for the driving member is provided upon or formed integral with the carrier F. Pivoted on brackets Q, which are secured to said hub, is a controlling-lever M, having a sector N, the teeth of which mesh with a rack O on the sleeve 0. By rocking the lever M the driving member I is given the necessary longitudinal movement, and by applying a lateral pressure to said lever the carrier F is caused to slide in the track H H. A guide-track R, having notches S and S is provided, as before, for the lever M in order that said lever may be given the proper movement to bring the pinion J into exact registration with a particular gear.

In order to reverse the rotation of the driven member, an external gear T is provided on and is thereby in operative relation with the driven member, which gear is adapted to be engaged by the pinion J. A plurality of these external gears may, if desired, be provided upon the driven member, whereby changes of speed may be effected substantially as such changes are efiected through the series of internal gears described herein.

In the operation of the modified form of the gearing shown herein in Figs. 4 and 5 the controlling-lever M is guided by the track R, and when said lever is inserted in the notch S the pinion J will be in mesh with the internal gear A, the relative positions of said pinion and internal gear being shown by the broken lines J and A, respectively, in Fig. 5. When the controlling-lever is resting in the notch S the pinion J will be in mesh with the reversing external gear T, the relative positions of said external gear and pinion being shown when in this position by the broken lines T and J respectively, in Fig. 5. Besides the universally-jointed connection indicated at y, which connection is interposed between the two parts of the driving member to permit the latter to have the necessary lateral movement, a telescoping shaft may be used to permit the necessary longitudinal movement of the driving member.

It is obvious from the foregoing description and operation of the improved gearing that it is immaterial whether the driving member be moved to engage the driven member, orvice versa, and also that the relative positions of the gears and pinions may be reversed.

As the invention is now practiced the speedchanging device herein described is applied as part of the driving mechanism on heavy motor trucks and vehicles of this description which are adapted to carry heavy loads. It

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is found practicable to employ in such vehicles a series of internal gears to vary the speed ahead,and only one external gear is provided inasmuch as one speed-reverse has been found to be all that is desired; but it will be obvious that if for any reason more than one speed-reverse should be demanded an adequate number of external gears might be added to meet such requirements.

I claim as my invention-- 1. The combination with a two-part driving member, a driven member, and change-speed gears secured to the driven member, of a universal joint connecting the two parts of the driving member, a pinion secured to one of the parts of the driving member, aclutch member formed upon said pinion, acooperatiug clutch member carried upon the driven member, and

means to move the driving member to bring said pinion into engagement with said gears or to effect the direct engagement of the driving and driven members through the clutch, substantially asset forth.

2. The combination with a two-part driving member, a driven member, and change-speed gears secured to the driven member, of a universal joint connecting the two parts of the driving member, a pinion secured to one of the parts of the driving member, a clutch member formed upon said pinion, acodperating clutch member carried upon thedriven member, and a carrier in which said driving member is mounted whereby said pinion may be brought into engagement with said gears or the direct engagement of the driving and driven members effected through theclntch, substantially as set forth.

3. A speed-changing and reversing mechanism comprising a driving member, a driven member, a primary speed connection between said members, a change speed gear secured to one of said members, a reversing-gear in operative relation with the same member, and a pinion secured to the other of said members and capable of a longitudinal and a lateral movement to bring it in engagement with either of said gears.

4:. A speed-changing and reversing mech anism comprising a driving member, a driven member, a primaryspeed connection between said members, an internal change-speed gear secured'to one of said members, a reversinggear in operative relation with the same member, anda pinion secured to the other of said members and capable of a longitudinal and a lateral movement to bring it in engagement with either of said gears.

5. A speed-changing and reversing mechanism comprising a driving member, a driven member, a primary speed connection between said members, an internal change-speed gear secured to the driven member, a reversinggear in operative relation With the driven 'member, and a pinion secured to the driving member and capable of alongitudinal and a lateral movement to bring it in engagement with either of said gears.

6. A speed-changing and reversing mechanism comprising a driving member, a driven member, a primary speed connection between said members, an internal change-speed gear secured to one of said members, an external reversing-gear in operative relation with the same member, and a pinion secured to the other'member and capable of a longitudinal and a lateral movement to bring it in engagement with either of said gears.

7. A speed-changing and reversing mechanism comprising a driving member, a driven member, a primary speed connection between said members, an internal change-speed gear secured to the driven member, an external reversing-gear secured to the same member, and a pinion secured to the driving member and capable of a longitudinal and a lateral movement to bring it in engagement with either of said gears.

8. The combination with a driving member and a driven member of an internal gear secured to one of said members, an external gear secured to the same member, and a pinion secured to the other member, one of said members being capable of a longitudinal and a lateral movement to bring said pinion into engagement with said gears.

9. The combination with a laterally and longitudinally movable driving member, and a drivenmember, of an internal gear secured to one of said members, an external gear socured to the same member, a pinion secured to the other member, and means to move the driving member to bring said pinion into en gagement with said gears.

,to permit a longitudinal movement 'of that member, whereby said pinion and gears may be brought into engagement.

11. The combination with a driving member and a driven member, of an internal change-speed gear secured to one of said members, an external gear coaxial with the first-named gear secured to the same member, and a pinion secured to the other member, one of said members being capable of a longitudinal and a lateral movement to bring said pinion into engagement with the gears.

12. The combination with a driving member, and a driven member, of an internal change-speed gear secured to the driven member, an external gear coaxial with the firstnamed gear secured to the driven member, anda pinion secured to the driving member, said driving member being capable of a len- ICC IIO

gitudinal and a lateral movement to bring said pinion into engagement with said gears.

13. The combination of a longitudinallymovable driving-shaft and change-speed mechanism, said mechanism comprising a driving member, a driven member, an internal change-speed gear secured to the driven member, an external change-speed gear secured to the driven member, a pinion secured to the driving member, a universal joint uniting said shaft and driving member, and means to move the driving member to bring said pinion into engagement with said gears.

14. The combination of a longitudinallymovable driving-shaft and change-speed mechanism, said mechanism comprising a driving member, a driven member, an internal change-speed gear secured to the driven member, an external change-speed gear secured to the driven member, apinion secured to the driving member, a clutch member formed upon said pinion, a cooperating clutch member carried upon the driven member, a universal joint uniting said shaft and driving member, and means to move the driving member to bring said pinion into engagement With said gears or to effect the direct engagement of the driving and driven members through the clutch,substantia1ly as described.

15. The combination with a driving member and a driven member of an internal gear secured to one of said members, an external gear secured to the same member, a pinion secured to the other member, and a laterallymovable carrier in which one of said members is loosely mounted and is capable of longitudinal movement therein, whereby said driving member and said driven member may be brought into operative relation.

16. A speed'changing and reversing mechanism, comprising a laterally and longitudinally movable driving member,a driven member, a primary speed connection between said members, a change-speed gear secured to the driven member, a reversing-gear in operative relation with the driven member, a pinion secured to the driving member, and means to move said driving member to bring said pinion into engagement with either of said gears.

17. A speed-changing and reversing mechanism, comprising a laterallyand longitudinally movable driving member,a driven member, an internal gear secured to the driven member, an external gear secured to the driven member, a pinion secured to the driving member, and means to move said driving member to bring said pinion into engagement with either of said gears.

18. In a speed-changing gear, the combination with a driving-shaft, of a high-speed gear directly driven by said shaft, a low-speed gear consisting of a plurality of gear-wheels caused to engage by lateral and longitudinal shifting movements and means for producing rearward travel.

This specification signed and witnessed this 14th day of May, 1902.

FRANK D. HOWE.

In presence of- V ALBERT FIRTH, BEATRICE I. FIRTH. 

